Fairing having improved stability

ABSTRACT

An apparatus including a fairing having a tail portion and an end portion capable of suppressing a vortex-induced vibration of a tubular. The apparatus further including a stabilizing member attached to the end portion of the fairing, the stabilizing member dimensioned to increase a thickness of the end portion of the fairing and a flange member attached to the stabilizing member, the flange member dimensioned to increase a chord dimension of the fairing so as to improve a stability of the fairing.

CROSS-REFERENCE TO RELATED APPLICATIONS

The application claims the benefit of the earlier filing date ofco-pending U.S. Provisional Patent Application No. 61/429,082, filedDec. 31, 2010 and U.S. Provisional Patent Application No. 61/439,935,filed Feb. 7, 2011, and incorporated herein by reference.

FIELD

A vortex-inducted vibration (VIV) suppression device having improvedperformance and stability. Other embodiments are also described andclaimed.

BACKGROUND OF THE INVENTION

A difficult obstacle associated with the exploration and production ofoil and gas is management of significant ocean currents. These currentscan produce VIV and/or large deflections of tubulars associated withdrilling and production. VIV can cause substantial fatigue damage to thetubular or cause suspension of drilling due to increased deflections.Various types of VIV suppression devices, for example helical strakesand fairings, can be attached to the tubular in an effort to suppressthe effects of VIV on the tubular. While helical strakes, if properlydesigned, can reduce the VIV fatigue damage rate of a tubular in anocean current, they typically produce an increase in the drag on thetubular and hence an increase in deflection. Thus, helical strakes canbe effective for solving the vibration problem at the expense ofworsening the drag and deflection problem.

Another solution is to use fairings as the VIV suppression device.Typical fairings have a substantially triangular shape and work bystreamlining the current flow past the tubular. A properly designedfairing can reduce both the VIV and the drag. Fairings can be made to befree to weathervane around the tubular in response to changes in theocean current. Typically, fairings are applied to tubulars with a needfor very low drag. Short fairings can be applied to a tubular to reduceboth VIV and drag, but sometimes a further reduction of drag isrequired.

An option for achieving very low drag is to use longer fairings, i.e.fairings with longer chords. Longer chords help further streamline theflow in a more gradual fashion. There are several issues, however,associated with the use of long chord fairings. One issue is the need tokeep the fairing aligned with the flow of water. While short fairingscan reduce VIV substantially without fully aligning themselves with theflow, they experience an increase in drag if they do not align properlywith the incoming flow. This increase in drag is even greater for longerchord fairings and, since longer chord fairings are selected mostly fortheir low drag characteristics, it is important that they align properlywith the incoming flow.

A second issue associated with long chord fairings is the difficulty inquickly and securely installing these devices. Since they are larger,they are both more cumbersome to handle and will experience largerforces on them normal to the flow direction.

A third issue associated with long chord fairings is the cost offabrication. Short fairings are typically more expensive than helicalstrakes, and long chord fairings are even more expensive. Thus, there isa concern that long chord fairings will be prohibitively expensive touse.

A fourth issue associated with long chord fairings is the tendency oflong chord fairings to experience a plunge-torsional instability. Thisinstability is also commonly known as flutter, and results in largemotions of the tubular due to rotations of the fairings that aresynchronized with the motion of the tubular.

BRIEF DESCRIPTION OF THE DRAWINGS

The embodiments disclosed herein are illustrated by way of example andnot by way of limitation in the figures of the accompanying drawings inwhich like references indicate similar elements. It should be noted thatreferences to “an” or “one” embodiment in this disclosure are notnecessarily to the same embodiment, and they mean at least one.

FIG. 1A illustrates a top view of an embodiment of a fairing.

FIG. 1B illustrates a perspective view of the fairing illustrated inFIG. 1A.

FIG. 2A illustrates a perspective view of another embodiment of afairing.

FIG. 2B illustrates a bottom perspective view of the fairing illustratedin FIG. 2A.

FIG. 3 illustrates a top view of another embodiment of a fairing.

FIG. 4 illustrates a perspective view of another embodiment of afairing.

FIG. 5 illustrates a perspective view of another embodiment of afairing.

FIG. 6 illustrates a top view of another embodiment of a fairing.

FIG. 7 illustrates a top view of another embodiment of a fairing.

FIG. 8 illustrates a top view of another embodiment of a fairing.

FIG. 9 illustrates a top view of another embodiment of a fairing.

FIG. 10 illustrates a top view of another embodiment of a fairing.

FIG. 11 illustrates a side view of an embodiment of a damping member.

FIG. 12 illustrates a top view of another embodiment of a fairing.

FIG. 13 illustrates a side view of a plurality of VIV suppressiondevices installed along a tubular structure.

FIG. 14 illustrates a side view of a plurality of VIV suppressiondevices installed along a tubular structure.

DETAILED DESCRIPTION OF THE INVENTION

In this section we shall explain several preferred embodiments withreference to the appended drawings. Whenever the shapes, relativepositions and other aspects of the parts described in the embodimentsare not clearly defined, the scope of the embodiments is not limitedonly to the parts shown, which are meant merely for the purpose ofillustration. Also, while numerous details are set forth, it isunderstood that some embodiments may be practiced without these details.In other instances, well-known structures and techniques have not beenshown in detail so as not to obscure the understanding of thisdescription.

FIG. 1A illustrates a top view of a fairing. Fairing 101 may bedimensioned to suppress VIV of an underlying structure or tubular 110.Fairing 101 may include a body portion 120 that encircles an underlyingstructure or tubular 110 and a tail portion 122 that tapers from bodyportion 120 to form a narrow end portion 124. Fairing 101 may be includefirst section 101A and second section 101B that can be separated alongopening 104 so that fairing 101 can be positioned around underlyingstructure or tubular 110. Once fairing 101 is positioned around tubular110, it is free to weathervane with changes of angle of the incomingcurrent. In some embodiments, fairing 101 is a long chord fairing. Theterm “long chord” refers to a fairing having a chord to thickness ratioof greater than about 1.5, for example about 2.15. The chord (c) of afairing is typically measured from the nose (left side in FIG. 1A) tothe end portion 124 of fairing 101, in other words the chord (c) isequivalent to a length dimension of fairing 101. The thickness (t) of afairing is the width of the fairing normal to the current flow, orapproximately the diameter of the tubular plus twice the sum of theannulus and the fairing material thickness. Typical chord to thicknessratios for fairing 101 will range from about 1.5 to about 5.0, forexample, from 1.7 to 3.0. Fairings with larger chord to thickness ratiostypically have lower drag than fairings with shorter chord to thicknessratios.

Although long chord fairings help to reduce drag about tubular 110, theycan be difficult to align with the incoming current flow and thereforeexperience instabilities in motion and performance. To improve thestability of fairing 101, fairing 101 may include stabilizer 102 andflange 103 at end 124. Stabilizer 102 may be configured to help keepfairing 101 aligned with current flow 112. Representatively, in FIG. 1A,current flow 112 is parallel, or nearly parallel, to an axis of fairing101 along the chord dimension of fairing 101. Typically, tail portion122 of fairing 101 tapers such that a thickness of fairing 101 issmallest at the end portion 124. Although the narrowness of the fairingtail provides for a streamlined structure, it also makes it moredifficult for fairing 101 to stabilize itself with the changing currentdirections. In this aspect, stabilizer 102 may be any structuredimensioned to trip or catch current flow, in other words, a structurethat protrudes outwardly from tail portion 122 and abruptly increases athickness of the tapered end 124 of sections 101A, 101B, which in turnincreases fairing stability. Representatively, stabilizer 102 mayinclude a first triangular section 102A and a second triangular section102B coupled to the end portion 124 of sections 101A and 101Brespectively. Alternatively, stabilizer 102 may be a plate likestructure or other protruding structure that can abruptly increase athickness of tail portion 122 so that it catches the current. An angle114 formed between fairing 101 and stabilizer 102 may be greater than 0degrees. Representatively, stabilizer 102 can form an angle of betweenat least 10 degrees and 170 degrees from the fairing tail, for example,between 20 and 120 degrees from the fairing tail. In this aspect, athickness of end portion 124 of fairing 101 may be increased by fromabout 10 percent to about 200 percent.

While stabilizer 102 is optional, stabilizer 102 helps fairing 101 moreeasily find a stable position that is at a relatively large angle fromthe incoming flow.

Flange 103 extends from stabilizer 102 of fairing 101 to further improvethe effectiveness and stability of fairing 101. For example, inembodiments where fairing 101 includes first section 101A and secondsection 101B, flange 103 may include first flange 103A and second flange103B extending from stabilizer sections 102A, 102B, respectively. Eachof first flange 103A and second flange 103B may be elongated structuresthat improve fairing effectiveness and provide a surface for fasteningfairing sections 101A and 101B together once they are placed aroundtubular 110. Any suitable fastening method can be used to fastensections 103A, 103B of flange 103 together, such as nuts and bolts,screws, other mechanical fasteners, chemical bonding, welding, or acombination of these methods.

Still further, flange 103 can provide support for stabilizer fins,perforate plates, or other structures to increase the rotational dampingof fairing 101. By increasing the rotational damping of fairing 101, thestability of fairing 101 is improved. When a series of fairings are on atubular, the size, shape, and design of flange 103 can be varied fromfairing to fairing to improve the overall fairing system performance(lower tubular vibration, lower drag, or improved stability). Not allfairings in a system will necessarily have flanges. Not all fairings ina system will necessarily have stabilizers.

In some embodiments, fairing 101, stabilizer 102 and flange 103 areintegrally formed pieces that are formed together as a single unit. Inone embodiment, fairing section 101A, stabilizer 102A and flange 103Aare molded as one single integrally formed piece and fairing section101B, stabilizer 102B and flange 103B are molded as another singleintegrally formed piece. In one embodiment for integrally forming thesepieces, fairing 101 can be molded rotationally molded in an openposition, which requires significant engineering. It is contemplatedthat various techniques may be used to form fairing 101, stabilizer 102and flange 103 as a single unit, for example, an extrusion process orother suitable process such as an injection molding process, rotationalmolding process, vacuum forming process or other similar process.Forming fairing 101, stabilizer 102 and flange as a single molded unitsignificantly reduces cost and manufacturing time constraints.Alternatively, fairing 101 can be made with the optional stabilizer 102and optional flange 103 in multiple pieces or sections so thatcomponents may be added, removed or exchanged as necessary. For example,the stabilizer can be made separately, the flange can be madeseparately, or parts of the main fairing body, such as section 101 a andsection 101 b, can be made separately. Fairing 101, stabilizer 102, andflange 103 can be made of plastic, rubber, wood, fiberglass or othercomposite materials, metals, or any suitable material that allows it tomaintain its approximate shape.

FIG. 1B illustrates a perspective view of the fairing of FIG. 1A. Fromthis view, it can be seen that flange 103 may include apertures 105through which a fastener may be inserted to secure first fairing section101A to second fairing section 101B. Apertures 105 may be molded intoflange 103 or drilled after molding. Fairing 101 may also haveadditional support structures (such as internal blocks) or otherappurtenances to optimize its structural integrity.

FIG. 2A illustrates a perspective view of another embodiment of afairing. Fairing 101, stabilizer 102 and flange 103 are substantiallysimilar to the fairing, stabilizer and flange disclosed in reference toFIG. 1A and FIG. 1B except that in this embodiment, fairing 101 alsoincludes an optional auxiliary stabilizing member in the form of fins206 formed between each of fairing sections 101A, 101B and stabilizers102A, 102B. Auxiliary fins 206 may be dimensioned to provide ease ofmolding the fairing and also restrict correlation of vortices along thefairing tail so that the vortices can be controlled by stabilizer 102.For example, auxiliary fins 206 may have a triangular shape that iscomplementary to angle 114 formed between stabilizer 102 and fairing101. Auxiliary fins 206 can extend as high and as far along fairing 101as desired. A height, length, number, and thickness of auxiliary fins206 may vary depending upon the desired performance characteristics,fairing cost, and molding considerations. In addition, althoughauxiliary fins 206 are illustrated only along first section 101A offairing 101, it is contemplated they may further be provided alongsection 101B. Auxiliary fins 206 may be formed with fairing 101,stabilizer 102 and flange 103 as a single integrally formed molded pieceor separately formed and attached to fairing 101.

FIG. 2B illustrates a bottom perspective view of the fairing,stabilizer, flange and auxiliary flange illustrated in FIG. 2A. Fromthis view it can be seen that auxiliary fins 206, when viewed from theinside of fairing 101, are depressions. In this aspect, a constantthickness of fairing 101 is maintained in this area where auxiliary fins206 reside. Alternatively, auxiliary fins 206 may be formed separatelyfrom fairing 101 and attached the fairing surface such that thedepressions are not necessary.

FIG. 3 illustrates a top view of another embodiment of a fairing.Fairing 301, stabilizer 302 and flange 303 are substantially similar tofairing 101, stabilizer 102 and flange 103 previously discussed inreference to FIG. 1A except that in this embodiment, the components areseparately formed and attached to one another (i.e. they are not allmolded together as a single piece). In particular, fairing 301 includesbody portion 320, tail portion 322 and end portion 324. Fairing 301includes fairing first section 301 a, stabilizer first section 302 a andflange first section 303 a, which are formed as separate pieces and thenattached to one another, for example, by fasteners 305 (e.g. bolts orscrews or other mechanical fastening means). Similarly, fairing secondsection 301 b, stabilizer second section 302 b and flange second section303 b are formed as separate pieces and then attached to one another,for example, by fasteners 305. Fairing first section 301 a and secondsection 301 b may be separated along opening 304 so that fairing 301 canbe positioned around tubular 310 and then attached to one another alongflange 303 using fasteners 305 or any other similar suitable attachmentmechanism. Alternatively, flange 303 may be omitted and sections 301 a,301 b attached to one another along, for example, stabilizer 302.

It is further contemplated, that some of the pieces may be formedtogether while others are formed separately and later attached to oneanother. For example, sections 302 a and 302 b of stabilizer 302 andsections 303 a and 303 b of flange 303, respectively, can be molded ormade as a single piece and then cut before attaching them to fairing201. Instead of, or in addition to fasteners 305, the components may beattached to each other by welding, chemical bonding, or any suitablemeans.

Fairing 301, stabilizer 302, and flange 303 can be made of plastic,rubber, wood, fiberglass or other composite materials, metals, or anysuitable material that allows fairing 301 to maintain its approximateshape. Fasteners 305 may be made from metals such as Inconel orstainless steel, plastics, fiberglass or other composite materials, orany suitable material.

FIG. 4 illustrates a perspective view of another embodiment of afairing. Fairing 401, stabilizer 402 and flange 403 are substantiallysimilar to fairing 101, stabilizer 102 and flange 103 described inreference to FIG. 1A except in this embodiment, fairing 401 includesstraps 407 to facilitate securing of fairing 401 to an underlyingtubular (not shown). In some embodiments, straps 407 attached to tailportion 422 of fairing 401 encircle the underlying tubular and a bodyportion of fairing 401 is omitted. Straps 407 may be cut from a bodyportion of fairing 401 such they are integrally formed with fairing 401as a single unit. In other embodiments, as will be described inreference to FIG. 5, straps 407 may be built separately from fairing 401and then attached (e.g., bolted) to fairing 401. Straps 407 mayoptionally have hinges at locations 408. Advantages of this embodimentare that a weight of fairing 401 is reduced and therefore fairing 401 iseasier to install. Similar to the previously discussed embodiments,stabilizer 402 and flange 403 may be connected to end portion 424 offairing 401 to improve fairing stability.

In some embodiments, straps 407 and fairing 401 have flanges aroundtheir edges on each end of the fairing (not shown, but one flangerunning around the circumference of the tail and/or strap on the nearside of the fairing and another on the far side of the fairing) to upsetany correlation of vortex shedding along fairing 401. Fairing 401 may beopened by using force on straps 407 to open the fairing or by hinges onstraps 407 and locations 408 and placed around a structure or tubularand then secured by fastening both sides of flange 403 together. More orless than two straps 407 may be used.

Straps 407 may be attached to fairing 401 in any number of ways.Representatively, fairing 401 can be molded or made separate from straps407 or fairing 401 and straps 407 can be molded as a single piece (withstabilizer 402 and/or flange 403 also optionally molded together withfairing 401 and/or straps 407 as a single piece). A second method is tomold a single piece fairing 401 and cut out material so that the straps407 are part of fairing 401. Alternatively straps 407 can be madeseparate from fairing 401 and attached to fairing 401 by bolting,screwing or other suitable means, welding, chemical bonding, or anysuitable means.

Again referring to FIG. 4, straps 407 will typically have an insidediameter that is equal to the structural or tubular diameter plus anannulus that allows fairing 401 to rotate freely around the structure ortubular. Straps 407 may be molded, extruded, rolled, or made by anymeans that allows them to maintain fairing 401 adjacent to the tubular.Hinges at hinge locations 408 may be any common hinge type that allowsstraps 407 to open with sufficient ease to place fairing 401 around thetubular.

Again referring to FIG. 4, all of the descriptions for FIG. 1A and FIG.1B including features, sizes, materials, fastening methods, and othervariations apply to FIG. 4. In addition, straps 407 may be made of anysuitable material including metals, plastics, fiberglass and othercomposites, and wood. Hinges at hinge locations 408 may be made of anysuitable material including metals, plastics, fiberglass and othercomposites, and wood.

FIG. 5 illustrates a perspective view of another embodiment of afairing. Fairing 401, stabilizer 402 and flange 405 are substantiallysimilar to the fairing, stabilizer and flange described in reference toFIG. 4 except that in this embodiment, straps 407 are made separate fromfairing 401 and attached to fairing 401 with an optional bracket 509 andfasteners 510. In addition, since fairing 401 consists of only a tailportion 422 and end portion 424 and does not include a body portion thatmust encircle the tubular, fairing 401 need not include an opening thatallows the fairing to be opened and closed around the tubular. Brackets509 and fasteners 510 may be replaced with hinges on one side of fairing401 so that the straps swing around the tubular and fasten on the otherside to fairing 401 through optional brackets 509 and fasteners 510.

The descriptions for FIG. 1A and FIG. 1B including features, sizes,materials, fastening methods, and other variations apply to FIG. 5.Brackets 509 and fasteners 510 may be made of any suitable materialincluding metals, plastics, fiberglass and other composites, and wood.Brackets 509 may be in place to provide support or to act as receptaclesfor straps 407. Straps 407 may have openings or bushings in their endsthat slide into a receptacle (not shown).

Referring to FIG. 4 and FIG. 5, straps 407 may be inserted into a groovethat is cut or placed in the outside of a tubular or structure and usedto keep straps 407 from sliding axially along the tubular. In addition,straps 407 may have appurtenances that allow straps 407 to betterinterface with such grooves.

FIG. 6 illustrates a top view of another embodiment of a fairing.Fairing 101, stabilizer 102 and flange 105 are substantially similar tothe fairing, stabilizer and flange described in reference to FIG. 1Aexcept that in this embodiment, an auxiliary stabilizing member in theform of weights 605 is attached to nose 130 of body portion 120. Weights605 may be attached along an inner surface of body portion 120 offairing 101 by any suitable technique, for example, an adhesive,chemical bonding or mechanical attachment means (e.g. bolts). Weights605 may be of any size, shape and mass sufficient to move the center ofmass of fairing 101 closer towards the center of rotation, which in turnreduces the ability of fairing 101 to flutter. Weights 605 may includeseveral weights or a single weight. Weights 605 may be one or morestrips along the fairing and tubular axis, or may be discrete units.Weights 605 may be distributed along the nose of the fairing orintegrated into the nose material, and can also reside in other areas ofthe annulus or tail.

Representatively, as illustrated in FIG. 7, weight 705 may form asubstantial portion of nose 130 of fairing 101. In this aspect, fairingnose 130 may include a separate portion defined between points 706,which is made of weight 705 while the remainder of fairing 101 is madeof another material having less mass. Alternatively, weight 705 may beof the same material as fairing tail 122, but with a larger materialthickness so as to add weight or mass to the nose of fairing 101.

Weights 605, 705 may be made of copper, in which case they also restrictthe growth or marine organisms that can foul the annulus and restrictthe fairing's ability to weathervane with changes in current direction.In still further embodiments, weights 605, 705 may be made of othermaterials such as stainless steel, Inconel, lead, or other suitablemetals including hybrid metals where more than one metal is present;plastic, fiberglass or other composite, structure; or any suitablematerial that adds mass or weight to the nose of fairing 101.

FIG. 8 illustrates a top view of another embodiment of a fairing.Fairing 101, stabilizer 102 and flange 103 are substantially similar tothe fairing, stabilizer and flange disclosed in reference to FIG. 1A,except in this embodiment, an auxiliary stabilizing member in the formof insert 805 is incorporated into fairing tail portion 122 to provideadded stability to fairing 101. Insert 805 may be of any size, shape ormaterial sufficient to add buoyancy to fairing 101 and in turn, improvefairing stability. In particular, adding buoyancy to tail portion 122moves the center of gravity of fairing 101 forward toward the nose 130,which makes it more difficult for tail portion 122 to flutter. In otherwords, instead of adding weight to nose 130 as previously discussed,improved stability may be achieved by subtracting weight from tailportion 122 using the buoyancy material. Alternatively, or in additionto adding buoyancy, insert 805 may be used to add stiffness to tailportion 122 of fairing 101.

For example, insert 805 may include first insert 805 a and second insert805 b positioned within fairing first section 101 a and fairing secondsection 101 b, respectively. First and second inserts 805 a and 805 bmay be lighter than the surrounding fluid to add buoyancy to fairing101. Inserts 805 a and 805 b may be of any suitable geometry that allowsthem to remain inside of fairing 101. Representatively, fairing firstsection 101 a and fairing second section 101 b may be hollow structuresand first and second inserts 805 a and 805 b may be secured (e.g.molded, adhered, bolted or the like) to the inner surface of the wallsof each section, or first and second inserts 805 a and 805 b may be freeto move within fairing 101. In addition, in embodiments where first andsecond inserts 805 a and 805 b are used to add stiffness to fairing 101,first and second inserts 805 a and 805 b may extend substantially alongthe height (along the tubular axis) of fairing 101.

It is further contemplated that in embodiments where fairing 101 is atail fairing without body portion 120 (see FIG. 4 and FIG. 5), insert805 may be a single structure, as opposed to two sections 805 a, 805 b,that can be incorporated into the hollow tail portion 122 as previouslydiscussed. In particular, since the tail fairing can be positionedaround the underlying tubular using associated straps, the tail fairingneed not be divided into sections and in turn, insert 805 can be asingle unit occupying a substantial volume within the tail portion 122.

Insert 805, including first and second inserts 805 a and 805 b may bemade of syntactic foam, other foams, an air filled chamber, plastic,wood, or any material suitable for adding buoyancy to fairing 101. Firstand second inserts 805 a, 805 b may be identical in size, shape,attachment, and material composition, or they may be different in size,shape, attachment, and/or material composition. There may be any numberof inserts, for example there may be two inserts, three inserts, fourinserts, or any desired quantity.

FIG. 9 illustrates a top view of another embodiment of a fairing.Fairing 101, stabilizer 102 and flange 103 are substantially similar tothe fairing, stabilizer and flange described in reference to FIG. 1A,except that in this embodiment, an auxiliary stabilizing member in theform of damping members 906 is attached to an annulus of fairing 101 toprovide friction damping in the annulus. Although stabilizer 102 andflange 103 are illustrated, these features are optional and thereforemay be omitted. For example, in embodiments where fairing 101 is a shortfairing (e.g. chord to thickness ratio of 1.5 or less), stabilizer 102and flange 103 could be omitted since drag due to misalignment of shortfairing with current flow is minimal compared to the long chordfairings.

Damping members 906 may be composed of brushes, blades, scrapers, springmounted protrusions that resist rotation of fairing 101, or any othersuitable structure that increases the friction between fairing 101 andtubular 110 during rotation of fairing 101. Increasing the frictionbetween fairing 101 and tubular 110 improves fairing stability abouttubular 110 by slowing down the weathervaning action of fairing 101,thereby improving stability, since flutter requires fairly rapidrotation of fairing 101. Damping members 906 may, or may not, also beused for cleaning marine growth off of tubular 110.

Damping members 906 may be made of any suitable material, including:metals such as stainless steel, Inconel, copper, brass, or aluminum;thermoplastics such as PVC, ABS, and polyethylene; wood; fiberglass; orother composite or synthetic materials. Any number of damping members906 suitable for slowing down the weathervaning action of fairing 101may be used. In addition, damping members 906 may be positioned aroundthe entire fairing annulus or less than the entire annulus.

In addition to, or instead of, attaching damping members 906 to tubular910, damping members 906 may be attached to tubular 910 by any suitablemeans such as banding, clamping, welding, or attaching to anintermediate sleeve.

In still further embodiments, as illustrated in FIG. 10, damping members1006 may be attached within annulus 1004 along a side forming tailportion 122 of fairing 101. In this embodiment, damping members 1006 maybe strategically placed and sized so that fairing 101 cannot smoothlyrotate around tubular 110, rather fairing 101 rotates about twodifferent centers of rotation in order to rotate a significant angulardistance. In particular, fairings naturally want to weathervane aroundtheir nose. This is the center of rotation with the most freedom. Forexample, a fairing with an extremely large annulus would justroll/rotate around on its nose. By inserting the damping members 1006,fairing 101 has to also rotate about a center axis coincident with thecenter of the fairing or tubular in order experience significantflutter. As such, damping members 1006 are placed and sized in anymanner sufficient to provide a larger annulus at the nose of the fairingthan at the backside of the tubular. In addition, annulus 1004 may alsobe strategically sized to facilitate the effectiveness of dampingmembers 1006, and may typically be a little larger than it wouldnormally be sized without damping members 1006 in place.

Damping members 1006 may be of any quantity, size, shape, or location.Damping members 1006 can be on the tail side of the fairing or otherareas of the fairing circumference. Damping members 1006 may also beattached to the tubular by any suitable means including: molding theprotrusions into the collar material, chemical bonding, welding,mechanically fastening, or magnetic attachment.

Damping members 1006 may be made of any suitable material, including:metals such as stainless steel, Inconel, copper, brass, or aluminum;thermoplastics such as PVC, ABS, and polyethylene; wood; fiberglass; orother composite or synthetic materials. Fairing 101 and damping members1006 may be made of the same material or may be made of differentmaterials. For example, damping members 1006 may be made of the samematerial as fairing 101 and molded together as a single unit.

Alternatively or additionally, damping members can be attached to asupport structure adjacent to the fairing as illustrated in FIG. 11. Inparticular, FIG. 11 illustrates a side view of an embodiment in whichdamping members 1106 are positioned along the edge of collar 1101 thatis used to axially position the fairing (e.g. fairing 901) along tubular1110. Damping members 1106 may extend from the surface of collar 1101along the length dimension of tubular 1110. By adding damping members1106 to the collar surface, a fairing using collar 1101 as a bearingsurface or adjacent to collar 1101 will need to slide over dampingmembers 1106 in order to weathervane with changes in direction of theoncoming current. These damping members 1106 thus have the function ofslowing down the weathervaning action of the fairing, thereby improvingstability, since flutter requires fairly rapid rotation of the fairing.

In the embodiment illustrated in FIG. 11, damping members 1106 may bemade of any size, shape, number, or density of coverage such as thosepreviously discussed; however it is desirable to have them designed suchthat they provide ample resistance to fairing weathervaning but not toomuch resistance that prevents the fairing from weathervaning. In generalthey will be tapered up and down away from the collar surface so thatthe collar can readily slide over them without so much interference withthe tubular that the tubular is no longer free to weathervane withchanges in the oncoming current.

Damping members 1106 may be made of any suitable material, including:metals such as stainless steel, Inconel, copper, brass, or aluminum;thermoplastics such as PVC, ABS, and polyethylene; wood; fiberglass; orother composite or synthetic materials. Damping members 1106 may beattached to either the fairing or collar 1101, and may be attached byany suitable means including: molding the protrusions into the collarmaterial, chemical bonding, welding, mechanically fastening, or magneticattachment.

FIG. 12 illustrates a top view of another embodiment of a fairing.According to this embodiment, a stability of fairing 101 about tubular110 is improved by modifying a diameter of annulus 1204 so that portionsof fairing 101 are tightened around tubular 110. Tightening fairing 101around tubular increases friction between fairing and tubular 101 which,as previously discussed, reduces flutter. For example, in oneembodiment, fairing 101 is made of a flexible material such that fairing101 bows out in a direction of arrows 1202. When fairing 101 bows out inthe direction of arrows 1202, annulus 1204 transforms from asubstantially circular shape to a substantially elliptical shape asshown, causing opposing walls of annulus 1204 to contact tubular 101.This contact increases friction between fairing 101 and tubular 110 asfairing 101 weathervanes around tubular 110. As previously discussed,this increased friction has the effect of reducing fairing flutter. Toachieve this effect, the flexibility of fairing 101 may be increased, byfor example, reducing a thickness of the walls of fairing 101.Alternatively, or additionally, a size of the annulus of fairing 101 maybe modified, for example, made smaller than a typical fairing annulus toensure that fairing 101 impinges on tubular 110. It is contemplated,however, that the annulus may be made smaller or larger depending uponthe level of current. Still further, fairing 101 may be made of a moreflexible material, for example, a rubber material.

FIG. 13 illustrates an embodiment of the fairing and collar positionedabout a tubular. As previously discussed, collars 1304 can be used toaxially position fairings 1301, 1303, or other VIV suppression devices,about a tubular 1310. To achieve the most effective VIV suppression, insome embodiments, different types of fairings 1301, 1303 may bepositioned about tubular 1310. For example, long chord-to-thicknessratio fairings 1301 can be constrained axially about tubular 1310 bycollars 1304, which are clamped tightly to tubular 1310. Adjacent tolong chord-to-thickness ratio (long chord) fairings 1301 and associatedcollars 1304 are short chord-to-thickness ratio (short chord) fairings1303. Thus, the long chord fairings 1301 and the short chord fairings1303 are alternating between collars 1304. By alternating more stableshort chord fairings 1303 with long chord fairings 1301, the overallsystem becomes more stable. The collars 1304 are optional, and may havemore or few than what is shown in FIG. 13, or may not even be present atall. In addition, any number of long chord fairings 1301 may be presentin any give segment of fairings (a segment is a length of fairings andcollars with the fairings all having approximately the same chordlength), and similarly any number of short chord fairings 1301 may bepresent in any give segment of fairings. Various chord lengths offairings may be used for the various segments (that is, more than twodifferent chord lengths of fairings may be used along the tubular).Fairings 1301 and 1302 may be substantially similar to and have any ofthe previously described features, including stabilizing fin members,flanges or auxiliary stabilizers such as auxiliary fins, weights ordamping members.

In still further embodiments, in addition to fairings, other types ofVIV suppression devices may be positioned along the tubular to improvethe stability of the suppression system. For example, as illustrated inFIG. 14, fairings 1301 may be alternately positioned along tubular 1301with VIV suppression devices 1403, and axially constrained by collars1304. It is noted that although fairings 1301 were previously describedas long chord fairings, fairings having any chord length, such as shortfairings, may also be used. In some embodiments VIV suppression devices1403 may be multiple sided VIV suppression devices which have been foundto perform well at lower coverage densities than fairings. For example,devices having a polygonal cross-sectional profile, e.g. a square orrectangle, or cylindrical shaped device with blades. Still further VIVsuppression devices 1403 may be helical strake devices.

It should also be appreciated that reference throughout thisspecification to “one embodiment”, “an embodiment”, or “one or moreembodiments”, for example, means that a particular feature may beincluded in the practice of the invention. Similarly, it should beappreciated that in the description various features are sometimesgrouped together in a single embodiment, Figure, or description thereoffor the purpose of streamlining the disclosure and aiding in theunderstanding of various inventive aspects. This method of disclosure,however, is not to be interpreted as reflecting an intention that theinvention requires more features than are expressly recited in eachclaim. Rather, as the following claims reflect, inventive aspects maylie in less than all features of a single disclosed embodiment. Thus,the claims following the Detailed Description are hereby expresslyincorporated into this Detailed Description, with each claim standing onits own as a separate embodiment of the invention.

In the foregoing specification, the invention has been described withreference to specific embodiments thereof. It will, however, be evidentthat various modifications and changes can be made thereto withoutdeparting from the broader spirit and scope of the invention as setforth in the appended claims. For example, although long chord fairingsare primarily described, it is contemplated that the above describedstabilizers, flanges, straps and/or auxiliary stabilizers may beincorporated into short fairings or other similar VIV suppressiondevices. In addition, the fairings described above may include secondarystructures such as supports, support blocks, anodes, marine growthprotections such as copper or coatings, and other equipment. Thespecification and drawings are, accordingly, to be regarded in anillustrative rather than a restrictive sense.

1. An apparatus comprising: a fairing having a body portion, a tailportion and an end portion capable of suppressing a vortex-inducedvibration of a tubular; and a stabilizing member positioned at one ofthe body portion, the tail portion or the end portion of the fairing. 2.The apparatus of claim 1 wherein the stabilizing member is a weightpositioned along an annulus of the body portion.
 3. The apparatus ofclaim 1 wherein the stabilizing member forms a nose of the body portionof the fairing.
 4. The apparatus of claim 1 wherein the stabilizingmember is a buoyancy member positioned within the tail portion.
 5. Theapparatus of claim 1 wherein the stabilizing member is a damping memberpositioned along an annulus of the body portion.
 6. The apparatus ofclaim 1 wherein the stabilizing member is one of a stabilizing fin or aflange attached to the end portion.
 7. The apparatus of claim 1 whereinthe body portion defines an annulus having a modifiable diameter that iscapable of tightening the body portion around an underlying tubular toimprove a stability of the fairing.
 8. The apparatus of claim 1 whereinthe stabilizing member is a stabilizing fin attached to the end portionof the fairing, the stabilizing fin dimensioned to increase a thicknessof the end portion of the fairing.
 9. The apparatus of claim 1 whereinthe stabilizing member is a flange member attached to the end portion,the flange member dimensioned to increase a chord dimension of thefairing.
 10. An apparatus comprising: a fairing having a tail portionand an end portion capable of suppressing a vortex-induced vibration ofa tubular; a stabilizing member attached to the end portion of thefairing, the stabilizing member dimensioned to increase a thickness ofthe end portion of the fairing; and a flange member attached to thestabilizing member, the flange member dimensioned to increase a chorddimension of the fairing.
 11. The apparatus of claim 10 wherein thechord to thickness ratio of the fairing is at least 1.5 or greater. 12.The apparatus of claim 10 wherein the fairing, the stabilizing memberand the flange member are integrally formed with one another as a singleunit.
 13. The apparatus of claim 10 wherein an angled formed between thestabilizing member and the fairing is between 0 degrees and 170 degrees.14. The apparatus of claim 10 further comprising: an auxiliary finmember positioned between the end portion and the stabilizing member.15. The apparatus of claim 10 further comprising: a strap connected tothe fairing to secure the fairing to the tubular.
 16. The apparatus ofclaim 10 wherein the flange member comprises apertures through which afastener may be inserted to secure the fairing to the tubular.
 17. Amethod comprising: integrally forming a fairing having a stabilizingmember attached to an end portion of the fairing and a flange memberattached to the stabilizing member as a single unit.
 18. The method ofclaim 17 wherein forming comprises an extrusion process.
 19. The methodof claim 17 wherein forming comprises a rotational molding process.